soldenhoff



March 8, 1932. A. S OLDENHOFF 1,848,752

FLYING MACHINE Filed May 19, 1951 3 Sheets-Sheet l Z a 71 71 Z 1% k Z71 van for.

72 Az la'flazer 5026287720;

7 March 8, 1932. SOLDENHOFF 1,848,752

FLYING MACHINE Filed May 19, 1931 E'Sheets-Sheet 2 J Az xamzer JoZJefllaff p I 1 V877 2 0 r:

March 8, 1932. A. SOLDENHOFF 1,848,752

I FLYING MACHINE Filed May 19, 1931 3 Sheets-Sheet 3 l wvevzz'or':

AZexawJe JOZcZQ'IzLOff y M Attorney Patented Mar. 8, 1 932 UNITED S A ES PATENT IoF-FIc-E ALEXANDER SOLDENI-IOFF, or ZURICH, SWITZERLAND FLYING MACHINE Applicationfiled May 19, 1931, Serial No. 538,550, and in Germany May 22; 1930.

'My invention relates to a flying machine comprising a single wing body only, generally speaking, which consists of a median 1 part of comparatively thick cross-section, 5 which I term hereinafter the main body, and two lateral members integral therewith and shaped to form each a plurality of wing members of reduced cross-section, so that the machine resembles a. single deck aeroplane,

as regards in the main body, and amultiple plane flying machine, as regards the two end members thereof, While the surface area of the supporting parts increases ata higher rate than the span across the wing mem- 16 bers. t 4

In a flying machine of this type it is of ad vantage to mount the drivingfmeans such as motors and propellers, entirely within the interior of the main body and I therefore air produced by thedriving apparatus, :will be allowed to pass throughthe said main body, either by providing suitable aperturesin the front and rear walls thereofor by dividing the main-body. into two surfaces or planes and providing, 'ifpreferred or re quired,'in the open space reinforcing struts or profiled partitions for subdivision'in verticalv direction. 7 In order to interconnect the two lateral parts of the main body for communi cation I provide a gangway in the lower part or in the upper part of the main body, or if the flying machine is equipped with a 1 boat, I utilize the same for theinterconnecting purpose, the chief object of a wing construction of this cargo-room type rather residing, a part from th'at,in thepossibility of transferring all loads away from thelon gitudinal axis and towards the outside, that is, to the width or span across the wings, and. approximately to a pointwhere the thick main body divides into the outer wing members of reduced'cross-section.

The idea of enlarging the usual or-normal wing surfaces simply in geometrical regards so that the profile in the median line will have a sufficient constructional height for accom modating therein, v all not-supporting parts: and loads, is universally known. The increased dimensions of the winggin case of a so construct the latter that the currents of single deck, aeroplane, will thus result in an unexpected wide span and as the absolute weight of the structure. necessarily, must ra idl increase corres ondin to the ini enlarged only in geometrical respects, resides in thefact that inthe endeavour to transfer theloads from, the centre away towards the sides whereby, the above disadvantage respectingthe increase of the constructional or total weight might partly be overcome to a certain 'degree,the aerodynamic properties of the'wing will be impaired, particularly the cross-stability and consequently the reliabil ity of flight. For ifthe action of the air power is unsymmetrical or preponderates unilaterally as frequently happens at'th'e extremity of a wing, the cargo or loads will occupy, just as on an inclined plane, an adverse or obnoxious position with relation to the steering control, since in such a case the lateral balancing rudder concerned will no't be able to lift the injured wing but rather act to check the course thereof and'to impair the flight.

It has also been enlarge aeroplanes to form the nothing-butwing type by widening out the body or hull towards and to the supportingplane so as to shape the same to form a thickwing, and.

suggested heretofore to I substituting, for the tapering extremities of v v a large span, thinner wings firmly attached tothestepwise reduced main wing. 'In this way the central part will be available for the Y accommodation ofcargo and l0ads,b ut a'corresponding gain "of surface area will not be of flight aeroplanes of such a" construction:

attained thereby. Forreasons of reliability;

His

namically indispensible tail member with the rear rudder, and in many cases aeroplanes of this sort are provided with two or more tail members so that they cannot be compared with a nothing-but-wing machine having a wing-control, herein referred to.

In contrast with the aeroplanes above mentioned, the so-called arrow-like shape or the wing of arrow shape is in a most favourable condition, because in case of distrib uting the load in or within the span across the wings, the same instead of being moved laterally only, will be transferred at the same line backwards due to the changed position and direction of the wings, and, therefore, unilaterally acting air forces will be caused to act in inclined or diagonal direction to wards the front and thus be balanced by means of the horizontal steering control, in the direction of the longitudinal axis of the aeroplane. For this reason the higher cross stability of an aeroplane of the arrow-type will be particularly suited for such enlargements and transferrence of load.

If aeroplanes of the said arrow-type, however, are enlarged in geometrical respects only, they cannot descend to earth on smaller landing places and also require large rooms for accommodation on account of the wide span across the wings. Further as regards the torsional forces inherent to a higher degree in aeroplanes of the arrow-type, there will be the same disadvantage, because the required constructional rigidity and firmness involves a correspondingly greater constructional or total weight, so that in spite of the transfer of the loads towards the outside and the possibility of relating stresses to local constructional members only, resulting therefrom, the total weight likewise increasing in accordance with the increased span and torsional forces, will balance or annul the above advantage, that is to say, the relation between the tare or weight when empty and the useful capacity still will be disadvantageous in economical respects.

From the above observations I am led to suggest a new construction of an aeroplane of the arrow type whereof the increase of the size of the supporting surfaces does not depend upon a like increase of the span across the wings. In the new construction constituting so to say, a single wing or a nothingbut-wing structure, the latter comprises a main or median body of great thickness or high profile wherein all loads and nonsupporting parts of the aeroplane are accommodated, and an outer part consisting of two or more thin wings firmly attached to the thick main body, so that the surface will be capable. of enlargement with relation to the spanby any desirable multiple, and at the same time the centre of gravity or the means of the aerodynamic pressure of the air forces, that is the resultant, can be calculated by means of the contour of the surface ofthe selected camber and the attaching angle of the thin surfaces, for any desired position in vertical direction in the longitudinal axis of the aeroplane. Moreover, as the said thin wings must be reinforced as usually by staying or stiffening means, a considerable economy of total weight will result therefrom. The advantages concomitant with a wing of the described construction are apparent. The height of the profile may be increased to any desired degree, since the median wing or main body can be made to increase towards the outside, because the outer wings share the height and the lateral wall of the median body remaining therebetween will act, so to say, as end members of the thin profiles or wings, and may be equipped with a door and windows. The said thin wings may be of greatest thickness at the root and taper from the thick main body to the extremities thereof or they may be of equal thickness throughout, just as desired or preferred.

The essential feature of my improved flying machine resides in the lateral elongation of the main body to form projecting thin wings superposed in the manner of a multiple plane flying machine, and which may be geometrically similar to the said main body or of any other desired constructional shape and contour so as to contrast with the profile median line, the symmetry line, the camber and the like of the main wing or body, the attaching profiles of the thin wings also may terminate with their front and rear edges within. the contour of the end profile surface of the main body, or they may jut out, as regards depth, in the front and in the rear, so as to partially project freely, thus for example the lowermost wing may project beyond the main body in the front thereof and coincide therewith towards the middle thereof, while the same may likewise increase in depth considerably towards the rear and ter minate to form a boat in the longitudinal axis.

In the accompanying drawings forming a part of this specification, Figures 1, 6 and 11 are views in top plan of a flying machine of the riothing-but-wing type constructed in accordance with the present invention and whereof the longitudinal axis or centre line, as a primal or original profile of the median wing or main body I), a, b, is denoted by a, the lateral ends or end profiles of the same being indicated by 5, while a, (Z and e are the outer or thin wings. It will be seen that the two wings a and (Z are of the same contour and superposed to coincide in Figure 1, whereas in Figures 6 and 11 they are of different shapes and sizes and superposed in staggered relationship. In all figures 0 denotes the uppermost lateral or thin wing, cl indicates the next following or lower wing while e denotes a third or lowermost wing (if any provided) (see claim 10) of the set. .Figures 2,3,7 and 12are views-in elevation or front views of the aeroplane, and Figurest, 5, 8,. 9,10 and 13 are side views of the'same, thefront edge or nose of the respective wingbeing indicated by n and the rear edge by is. r

Figures 6 and 7 show the apertures W in the direction of flight which are also shown and indicated by Min Figure 12, for the accommodation of propellers. The embodiments illustrated in Figures 2 and 3 are distinguished from each'other by that, in Figure 2, part of the profile surface bside wall extending in the direction of fiightbetween the outer wings c and d remains free, in the sense of claims 2 and '3, as also in the embodiments shown in Figures 4, 5,7, 9 and 10, whereas in Figure 3 thethick media-n wing or main body is elongated to form the said I .bodiment illustrated in Figure 11, the arrow outer wings without the provision of any vertical end or side walls intermediate between the roots of the said outer wings, Fig ure 12 showing these various feasibilities or modifications in connection with the same formation of the median wing or main body as illustrated in Figure 5 in side view.

In Figure 9 the profile a is fiat and plain at the bottom and has a concave profile at I),

while the outer wings a flat or plain upper wing and a concave lower wing, the top surface and, the bottom surface, respectively, of the lower wing being flush with the corresponding surfaces of the main body, see claim 6. V i

In Figure 10 the upper surfaces and the lower surfaces of the outer wings are of similar construction and shape (see claim 6) but in connection with a main body 6 of modified construction including a concave main profile and a convex root profile a (see claim 2) In this modification the main body is clearly wound or twisted and the upper outer wing c, as regards its symmetry line or convexity, highly contrasts with the end profile b of the ii main body. Figures 9 and 10 illustrate the modification claimed in claims 4, 6, 7 and 8. Figure 8 shows a combination of similar profiles, whereof all surfaces on the inside and outside are of the same medium convexity or curvature (see claim 7) so as to possess fiat bottom surfaces and convex symmetry lines. In the embodiment shown in Figure 8 a third surface is provided and denoted by e'which, corresponding to that depicted in Figure 6, projects beyond the profile I) (see claim 10), Fig. 7 showing a front view thereof. The

character 9 indicates the fiat boat surface constituting the rear continuation of the wing surface 6 (shown in hatched lines) which terminates in the longitudinal axis a as a keelboat, 9.0. 1 a y I In Figures land 11 the points indicated by L are worth mentioning since they are the places t'o'which the loads removed from the axis or centre a are. to be transferred.

planeiflyin-g machine. l h p {Elymw machine, of the character set The arrow LL in said figures indicates'the direction of transfer or, inversely,"the direction of the air force transmission in case that .a; unilateral stress occurs at the end of a wing. Such indicates the' gravity centre line over the resultant in the centre of the aeroplane.

The two dotted, lines it extending from. the profile-a over 6 towards'and-to the outer wings indicate, the longrons of the main body and the outer' wings, and Figure 1, therefore,

yshows,-'how-the transferred loads." are sup ported by the longron plane. In this embodimentlthe elements of construction, are

subj ected to stresseszloca-lly and a'construction of this kind-involves a marked economy of the constructional-or total weight of thestru'c'ture due to the advantageous:distribution of the loads within the span across the wings. i

Figure llrlS aperspective viewof the embelow the Figure 14 indicating the direction of fiight,-'while; the-door and windows'are shown in cross-section, just as in Figure .13, reinforcing struts and, staying me ans between the outer wings being omitted forclea-rness sake p )bv10usly.jmy improved nothlng-but-wlng construction :is applicable for structures or flying machines of a smalltype, wherein-the pilots post of duty ;is;provided in the main body in lieu of-a seat in the usual hull :of aeroplanes as hitherto constructed, the usual carriagebeingadapted to be drawn'inand accommodated within the main body after starting, so that the aeroplane will constitute a nothing-but-wingmachine during the flight.

theartsecuredby my improved machine re "side'in the. fact that the total weight is com- The .particularadvantages advance in 1 paratively low, a comparatively largecarg'o can be accommodated therein'and the specific load on the surfaces is reduced to a minimum due to the "enlargement or 11101133186 ofthe surfaceareas exceeding beyond'the-conody 2 f W g nd a, plurality of thinrouter wings superposed and spaced to form 7 sets one therside ofthe said mainbodyor wing, of an appearance s'imilarto that eforth'and .elaimedfin claim .1, wherein the surfaces.

of a multiple 'thick'in'ain body'is'divi ded, over p'art ofits cross-span, into two I superposed and spaced wherein the thick main body is provided with yond the attachment towards the interior and or shaped to form one aperture or several rejoins towards the longltudinal axls so as to spaced apertures, passages or gangways exform a boat or float:

tending from the front end towards and to In testlmony whereof I affix my slgnature.

5 the rear end and adapted for the accommo- ALEXANDER SOLDENHOFF. 70 dation of the driving apparatus.

4.-Flying machine as claimed in claim 1,

wherein themain body constitutes, over the full of its cross-span or width, a closed single deck structure, whereof the thickness or 1 7 45 height of profile increases towards the outer ends.

5. Flying machine as claimed in claim 1 wherein the main body has differently convex or curved profiles, so that the primalor root I 80 profile thereof possesses, in the longitudinal axis of the machine, a central curvature or symmetry-line different from or contrasting with the end profiles thereof, and thus has a 'flat, concave or convex bottom side while V V v 85 the bottom sides atthe outside are to the contrary, so that the said median body in itself is twisted, while the outer wings projecting therefrom have not the same profile x at the root thereof. p 90 6. Flying machine as claimed in claim 1,

wherein the thick median body hasattaching surfaces for the outer wings of any desired form and span, the said surfaces being disposed to converge towards the rear to the longitudinal axis of the machine.

7. Flying machine as claimed in claim 1, wherein the outer wings even if they differ from each other respecting shape, attachment 1 a'ndcurvature, are shaped to form a continu- I ation of the upper surface curvature and the lower surface curvature of the main body, the top side of the uppermost outer wing corresponding to or lying flush with the top 40 side of the main body and the bottom side of 105 the lowermost outer wing corresponding to or beidng'flush with the bottom side of the main ho y.

8. Flying machine as claimed in claim 1, wherein the outer wings are shaped, at the v root thereof, to form or have a profile geometrically similar to the end profile of the main body, independently of whether or not other parts of the latter or the outer wings are of varied form.

9. Flying machine as claimed in claim 1, wherein the thin outer wings are shaped, at the point of attachment to the thick main body, to form or have a profile different from. Y or contrasting with that of the said main body, no matter whether the profiles of the outer wings are alike or different from each other. 1

10. Flying machine as claimed in claim 1, wherein all wings, both the thick main body and the thin outer wings are of the same constant'profile.

11. Flying machine as claimed in claim 1, wherein the lowermost ofthe outer wings projects, in the front, with its nose edge be- 

